Method and systems for controlling the service for an aircraft

ABSTRACT

In a method and a device for controlling the servicing of an aircraft parked at a stand, the servicing is carried out from a plurality of servicing units which are stationarily arranged adjacent to the stand and which each are adapted to supply fuel, water, compressed air, preconditioned air or electric power to the aircraft or to service the toilets of the aircraft. A plurality of local computer units are each disposed in a a servicing unit and have an associated display as well as an associated inputting device. A central computer unit is connected to each of the local computer units and to an information receiver in or in the vicinity of the aircraft. The central computer unit transmits information to the local computer units of the servicing units on the servicing to be carried out. Each of the local computer units records information on the servicing carried out and transmits this information to the central computer unit, which in turn transmits the information to the information receiver.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention relates to a method and a system for controllingthe servicing of an aircraft which is parked at a stand at an airport,said servicing being carried out from a plurality of servicing unitswhich are stationarily arranged adjacent to the stand. The inventionfurther concerns a system for refuelling an aircraft.

2. Discussion of the Prior Art

As a rule, today's aircraft only stop briefly at the airport in order toset down and pick up passengers and/or to unload and load freight.During these brief stops, the aircraft has to be serviced in a number ofways. For instance, the aircraft has to be refuelled, the toilets haveto be emptied and replenished with disinfectant, the batteries have tobe charged, and preconditioned air and compressed air have to besupplied. Normally, the servicing of the aircraft is carried out withthe aid of vehicles.

Here follows, for exemplifying purposes, a description of how theaircraft is refuelled. When the aircraft to be serviced is approachingthe airport and it has been decided at which gate it is to come to ahalt, i.e. at which stand the aircraft is to park, a refuelling vehicle(a so-called dispenser) is informed via the radio or a TV monitor thatit is to drive out to the stand. When the aircraft has parked at thegate, the serviceman connects a hose from the vehicle to a fuel line inthe ground, this fuel line being in turn connected to a fuel store.Then, he unwinds from a hose reel on the vehicle another hose which isin communication with the first hose and connects it to a refuellingpoint on the aircraft. At the same time, he adjusts a control valve atthe refuelling point, so as to set the amount of fuel that is to besupplied to the aircraft. Information on the amount of fuel to besupplied is found on a fuel list printed out by the airline and given tothe serviceman. Subsequently, the actual refuelling of the aircraft iscarried out. During this operation, the serviceman is watching amechanical counter provided in the refuelling vehicle, and he interruptsthe refuelling of the aircraft when the amount of fuel indicated on thelist has been supplied. If the amount of fuel set with the aid of thecontrol valve is supplied without the serviceman interrupting therefuelling operation, the control valve will automatically turn off thefuel supply.

When the refuelling has been completed, the serviceman looks at thecounter and writes down the amount of fuel supplied on the fuel list.One copy of this list is given to the captain of the aircraft so that hemay sign it, and another copy is sent to the oil company, who makes useof it when invoicing the airline.

The remaining service for the aircraft is carried out in similar fashionfrom vehicles that are driven up to the stand. Service personnel servicethe aircraft according to written instructions obtained from theairline, and indicate on various forms which service has been performedand in which quantities. These forms are then given to a foremanbelonging to the ground crew, who uses the information contained thereinto compile a freight list which, like the fuel list, is given to thecaptain so that he may sign it and which also is used for invoicingpurposes.

It goes without saying that it is of extreme importance that theservicing of the aircraft is correctly performed and involves the rightquantities. To ensure that this is so, various control systems have beenprovided. For instance, the refuelling of the aircraft should, asmentioned in the foregoing, be sanctioned by the captain. There arefurther provided fuel meters in the aircraft, enabling a verification ofthe amount of fuel supplied.

Despite the provision of these control systems, errors may, however,occur. The service personnel may, for instance, mistake the amount offuel that is to be supplied or has been supplied or write down anincorrect number on the fuel list given to the captain. An extrasecurity risk resides in the supplementary refuelling sometimes carriedout after the ordinary refuelling, for instance because the weatherconditions at the emergency landing ground have worsened and onetherefore has to take into account a possible landing at anotheremergency landing ground farther away. The information on thesupplementary refuelling is often transmitted by radio or phone to theservice personnel, which of course increases the risk ofmisunderstandings and errors.

Should a mistake, or at worst a wilful deception, occur, it isfurthermore difficult to afterwards sort out what really happened, sinceall entries regarding the servicing carried out are based on handwritteninformation, which may be more or less correct. It is true that therefuelling vehicles are equipped with flow meters, but these do notindicate afterwards to which aircraft or when the recorded amount offuel has been supplied.

It is furthermore known to carry out the servicing described above fromunits that are permanently arranged on the ramp. For instance, thepresent applicant has developed servicing units which are lowered intothe ramp when not in use, but can be raised above ground with the aid ofan elevator device when to be used. However, the security problemsdescribed above remain the same.

SUMMARY OF THE INVENTION

The object of this invention is, therefore, to provide a safer and morereliable system as well as a safer and more reliable method forservicing, especially refuelling, aircraft.

According to the invention, this object is achieved by a system and amethod having the distinctive features recited in the appended claims.

To be more specific, the invention provides an unbroken electronic chainof information, involving no human interference with ensuing risks ofmistakes, from the moment the servicing to be performed has been decidedand inputted to a computer until the moment the servicing at issue hasbeen carried out and reported to the aircraft and back to the computerwhich ordered it.

DETAILED DESCRIPTION OF THE DRAWINGS

An embodiment of the invention will now be described in more detail withreference to the accompanying drawings, in which

FIG. 1 is schematic view of a system according to the invention; and

FIG. 2 is a flow chart illustrating a mode of implementation of themethod according to the invention.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT

FIG. 1 schematically indicates an aircraft 1 which is parked at a standat an airport. At the stand, there are three stationary servicing units2, each performing one or more servicing operations. The servicing unitsmay be of the type having one position of rest, in which they arelowered into the ramp, and one position of operation, in which they arelocated above the ramp and to which they are elevated with the aid of anelevator device.

A local computer unit 3 is provided in each of the servicing units 2.The computer unit 3 may be a PLC or some other suitable computer unitable to carry out the functions described in the following.

A display 4 is connected to each computer unit 3 and is preferablymounted in the servicing unit 2 itself, so as to be visible in theposition of operation. Alternatively, the display 4 may be mounted on awall, a post or the like in the vicinity of the servicing unit, so as tobe visible at all times.

Furthermore, an inputting device 5, which is so disposed as to beaccessible in the position of operation of the servicing unit, isconnected to each computer unit 3. The inputting device may consist of akeypad or a card reader, by means of which a member of the servicepersonnel may input information, for instance an authorization code.

In at least the majority of the servicing units, there is furtherprovided electronic measuring equipment 6 for monitoring and recordingthe servicing carried out. In a refuelling unit, there may, for example,be provided an electronic flow meter for recording the amount of fuelsupplied. The electronic measuring equipment is connected to the localcomputer unit.

In each of the local computer units 3, there is further stored a uniqueidentity serving to identify the unit when it is in communication withother units in the system.

Each of the local computer units 3 is connected to at least one centralcomputer 7, for instance a PC, which is disposed at a distance from theservicing units, preferably in the terminal building. The centralcomputer and the local computers are preferably interconnected by meansof stationary lines 8 for transmitting electric or optical signals, butalso wireless communication is conceivable. At any rate, the connectionshould enable two-way communication between the central computer 7 andthe local units 3.

The central computer unit 7 is preferably connected to a network 9 viawhich it is able to contact the administrative database of the airport,i.e. the so-called FIDS or FIS system 10, the different oil companies 11operating at the airport, and/or various airlines 12 and banks 13.

As indicated by the dashed line 14, the central computer unit 7 is alsoconnected to the aircraft parked at the stand, either directly to thecomputer of the aircraft or to a printer that is located in the vicinityof the aircraft, for instance in a passenger bridge at the gate.

In the following, the function of the inventive system will beillustrated with the aid of a description of the refuelling of anaircraft, reference being made to the flow chart of FIG. 2.

Thus, the airlines plan their flights well in advance. When a flight hasbeen planned, it is possible to plan also the amount of fuel that is tobe supplied to the aircraft doing the flight. The amount of fuel plannedis stored in the central computer unit 7 (box 201) along with otherrelevant information, such as the airline, the flight number, thedestination of the flight, the gate at which the aircraft is to parkbefore departure, the fuel supplier, the fuel price, and the identity ofthe servicing unit from which the refuelling is to be carried out, aswell as other information, such as the quality of the fuel and thestatus of the servicing unit. The amount of fuel planned is optionally(box 202) adjusted before the refuelling.

When the aircraft is located at a certain predetermined distance fromthe airport and it has been decided at which gate the aircraft is topark, the central computer unit 7 presets the refuelling unit 2 at thisgate by transmitting information on the relevant amount of fuel to thelocal computer unit 3 (box 203) of the refuelling unit. Thus, the amountof fuel may be either the long-planned standard amount of fuel for theparticular destination of the aircraft or an adjusted amount of fuelthat has been altered, e.g. owing to the current weather conditions.

When the aircraft has parked at the gate, the central computer isinformed of this by the FIDS system. The central computer unit 7 thentransmits a release signal to the computer unit 3 in the refuellingunit, such that the latter is automatically elevated to the position ofoperation or it becomes possible for a serviceman on the ramp to causeit to be thus elevated.

When the refuelling unit has come to occupy its position of operation,the serviceman that is to carry out the refuelling operation inputs anauthorization code via the inputting device. The computer unit storesthis authorization code, such that it will afterwards be possible toknow who performed the refuelling. The computer unit also compares theauthorisation code with codes stored in advance, thereby to verify thatthe serviceman really is authorized to carry out the refuelling (box204).

Thereafter, the computer unit 3 indicates on the display 4 the amount offuel to be supplied (box 205) and preferably also indicates otherinformation on the refuelling, such as the type of aircraft and thedestination, thus enabling the serviceman to verify that the informationtransmitted from the central computer is correct. According to theinvention, it is thus the servicing unit that informs the serviceman ofthe type of servicing to be performed and the quantity involved, and notthe other way around as was previously the case.

The serviceman then connects the hose from the refuelling unit to therefuelling point of the aircraft, whereupon the refuelling begins (box206). The remaining amount of fuel to be supplied is counted down on thedisplay. When the amount of fuel indicated by the central computer hasbeen supplied, the local computer unit automatically interrupts therefuelling by controlling an on-off valve. Optionally, supplementaryrefuelling (box 207) is also carried out, if the amount of fuel to besupplied is adjusted at a late stage. Information on the supplementaryrefuelling, if any, is transmitted from the central computer unit.

The local computer unit 3 retrieves information during the refuellingoperation. Inter alia, this unit records the starting time and thestopping time of the refuelling, any supplementary refuelling performedafter the refuelling proper, the net volume of fuel supplied (box 208),the accumulated volume of fuel supplied through the refuelling unit atissue, as well as the temperature of the fuel, which is determined withthe aid of an electronic temperature gauge provided in the refuellingunit and connected to the local computer unit.

After the refuelling has been completed, the local computer unittransmits the retrieved information to the central computer unit forprocessing (box 209). Some information, for instance on the accumulatedvolume of fuel, may also be stored in the memory of the local computerunit. Finally, the refuelling unit is lowered into the ground and isblocked, so that it cannot be elevated. A signal indicating this istransmitted to the central computer unit.

The remaining servicing of the aircraft from the stationary servicingunits is carried out in a fashion similar to that described above,involving the presetting of the servicing to be performed, the retrievalof information, and the report of the servicing carried out to thecentral computer unit which, having received the reports from theservicing units involved, checks the servicing carried out against theservicing planned and compiles a freight list with an associated fuellist which is electronically transmitted to a printer in the passengerbridge at the gate at issue, so as to be printed out and forwarded tothe captain of the aircraft, who as before has to sign these documents.Alternatively or additionally, the information on the freight and thefuel list can be shown on a display in front of the aircraft or besupplied in wireless fashion directly to the computer of the aircraftfrom a transmitter in the central computer, The essential thing is thatthe information reaching the captain is not based on manual reading andrecording of information with the ensuing risks of mistakes being made.It is not until the captain has signed the list or otherwise sanctionedthe relevant information and a signal indicating that the servicingunits have been lowered into the ramp has been obtained that theaircraft may be allowed to depart,

In the central computer unit, the density of the supplied fuel isfurther calculated on the basis of the measured temperature. Then, thevolume of fuel supplied is converted to a mass of fuel supplied, on thebasis of which the total price for the customer is determined. Finally,an invoice can be drawn up and sent electronically via the network 9 orin the form of a paper to the airline that has bought the fuel, a copybeing forwarded to the oil company that has delivered the fuel.Alternatively, the buyer's bank account can be debited directly via thenetwork (box 210).

The rapid transfer of information on the supplied amount of fuel to thecentral computer unit and further on to the oil company that hasdelivered the fuel has the advantage of enabling the detection of leaks,if any, in the fuel system of the airport. If the total amount of fuelsupplied to aircraft via different refuelling units at the airport iscompared with the total amount of fuel supplied from the fuel store towhich the refuelling units are connected via different fuel lines, anydifferences between the amount supplied from the fuel store and thetotal amount refuelled can be detected, and one thus obtains an earlyindication that there is a leakage.

Preferably, the refuelling unit may be of a type comprising a hoseassembly with at least one hose which is in communication with a fuelline, as well as an elevator device on which the hose assembly ismounted and which is adapted to displace the hose assembly between aposition below ground and a position above ground. The refuelling unitmay further have a fuel-filter unit for filtering the fuel from the fuelline, a recovery tank and at least one control valve for turning thefuel from the fuel line on and off. At least the majority of thefuel-filter unit, the flow meter, the control valve and the recoverytank are suitably arranged separately from the elevator device andupstream therefrom in the direction of the fuel supply, and are further,along with the elevator device, arranged in a container, which has afirst opening for the displacement of the hose assembly between theposition below ground and the position above ground and a second openingpermitting access to the interior of the container, as well as a lead-informing an inlet from the fuel line. This refuelling unit has theadvantage of enabling the service personnel to get down into thecontainer through the second opening, and thus easily get access to allthe component parts when maintenance or repair is called for. Inaddition, the maintenance work may then be carried out in a protectedenvironment.

Even though the refuelling unit described above is preferred, it goeswithout saying that the method and the general system for controllingthe servicing of aircraft can be applied to refuelling units of someother construction, as well as to servicing units that cannot be loweredinto the ground.

Finally, it should be emphasized that the method and the systemsaccording to the invention may be used for controlling the servicing atmany stands at an airport, in which case a common central computer unitcan be used for all these stands.

I claim:
 1. A system for controlling the servicing of an aircraft whichis parked at a stand at an airport, said servicing being carried outfrom a plurality of servicing units which are stationarily arrangedadjacent to the stand and each of which are adapted to supply theaircraft with at least one of a fuel, water, compressed air,preconditioned air, electric power and emptying of the toilets of theaircraft, comprising:a plurality of local computer units each disposedin a servicing unit and each having an associated display and a uniqueidentity; a central computer unit disposed at a distance from theservicing units and connected to each of the local computer units; andan information receiver located at one of near the parked aircraft andwithin the parked aircraft, said information receiver connected to saidcentral computer unit, wherein prior to servicing an aircraft, saidcentral computer unit transmits information on the servicing to beperformed to the local computer units of the servicing units, whereineach of the local computer units is adapted to control the servicing andto record information on the provided servicing, and to transmit therecorded servicing information to the central computer unit, which saidcentral computer unit is adapted to transmit to the information receiverat least some of the received information on the provided servicing. 2.The system as claimed in claim 1, wherein the central computer unit isconnected to an administrative database of the airport.
 3. A system asclaimed in claim 2, wherein the information receiver comprises acomputer onboard an aircraft parked at the stand, and wherein thecentral computer unit includes a transmitter for wireless transmissionof information to the information receiver.
 4. The system as claimed inclaim 2, wherein at least one servicing unit supplies a fluid to theaircraft and has a flow meter for determining the volume of fluidsupplied, as well as means for turning the fluid supply on and off, andwherein the local computer unit in said at least one servicing unit isconnected to the flow meter and to the means for turning the fluidsupply on and off and is adapted to turn the fluid supply off when apredetermined volume of fluid has been supplied.
 5. The system asclaimed in claim 2, wherein the central computer unit is connected to acomputer system of at least one airline or oil company in order toachieve an automatic invoicing for the provided servicing.
 6. The systemas claimed in claim 1, wherein the information receiver comprises acomputer onboard the aircraft parked at the stand, and wherein thecentral computer unit includes a transmitter for wireless transmissionof information to the information receiver.
 7. The system as claimed inclaim 6, wherein at least one servicing unit supplies a fluid to theaircraft and has a flow meter for determining the volume of fluidsupplied, as well as means for turning the fluid supply on and off, andwherein the local computer unit in said at least one servicing unit isconnected to the flow meter and to the means for turning the fluidsupply on and off and is adapted to turn the fluid supply off when apredetermined volume of fluid has been supplied.
 8. The system asclaimed in claim 6, wherein the central computer unit is connected to acomputer system of at least one airline or oil company in order toachieve an automatic invoicing for the provided servicing.
 9. The systemas claimed in claim 1, wherein at least one servicing unit supplies afluid to the aircraft and has a flow meter for determining the volume offluid supplied, as well as means for turning the fluid supply on andoff, and wherein the local computer unit in said at least one servicingunit is connected to the flow meter and to the means for turning thefluid supply on and off and is adapted to turn the fluid supply off whena predetermined volume of fluid has been supplied.
 10. The system asclaimed in claim 9, wherein the central computer unit is connected to acomputer system of at least one airline or oil company in order toachieve an automatic invoicing for the provided servicing.
 11. Thesystem as claimed in claim 1, wherein the central computer unit isconnected to a computer system of at least one airline or oil company inorder to achieve an automatic invoicing for the provided servicing. 12.The system as claimed in claim 1, wherein each local computer unit hasan inputting device for entry of an authorization code.
 13. A system forcontrolling a refueling unit that refuels an aircraft which is parked ata stand at an airport, saidrefueling unit stationarily arranged adjacentto the stand and adapted to supply fuel from a fuel line below ground tothe aircraft, said refueling unit including a flow meter to measure anamount of fuel supplied during refueling, said system comprising: alocal computer unit with an associated display, said local computer unitbeing arranged in the refueling unit and having a unique identity; acentral computer unit disposed at a distance from the refueling unit;and an information receiver located at one of near the vicinity of theaircraft and within the aircraft, and information receiver connected tosaid central computer unit, said local computer unit being adapted tocontrol the fuel supply and then transmit information on the amount offuel metered by the flow meter to the central computer unit, which inturn is adapted to transmit the same information on the metered amountof fuel to the information receiver.
 14. The system as claimed in claim13, wherein the refueling unit comprises a hose assembly having at leastone hose in communication with a fuel line, and an elevator device formounting thereon the hose assembly, said elevator device adapted todisplace the hose assembly between a position below ground and aposition above ground.
 15. The system as claimed in claim 14, furtherincluding a fuel-filter unit for filtering the fuel from the fuel line,a recovery tank, and at least one control valve for turning the fuelfrom the fuel line on and off, the elevator device, fuel-filter unit,the flow meter, the control valve and the recovery tank being disposedwithin an underground container, said fuel filter unit, said flow meter,said control valve and said recovery tank arranged separately from theelevator device and upstream therefrom in a direction of the fuelsupply, said container having a first opening for the displacement ofthe hose assembly between the position below ground and the positionabove ground and a second opening for accessing an interior of thecontainer, as well as a lead-in forming an inlet from the fuel line. 16.The system as claimed in claim 13, wherein the central computer unit isconnected to an administrative database of the airport, and is adaptedto transmit information to the local computer unit concerning an amountof fuel to be supplied to the aircraft when the central computer unitreceives information from the administrative database indicating that anaircraft which is to park at the stand is approaching the airport.
 17. Amethod for controlling the servicing of an aircraft which is parked at astand at an airport, said servicing being carried out from a pluralityof servicing units which are stationarily arranged adjacent to thestand, each of said servicing units having a local computer unittherein, each of said local computer units including a display, saidservicing providing at least one of a supply of fuel, water, compressedair, preconditioned air, electric power and emptying of the toilets ofthe aircraft, comprising the steps of:planning the servicing of theaircraft and storing information thereon in a central computer unit;presetting the servicing units by transmitting servicing informationfrom the central computer unit to said local computer units; displayinginformation on the servicing to be performed by each of the respectiveservicing units on each respective local computer unit display;performing the servicing indicated on the display under the control ofthe local computer unit in the respective servicing unit and storing theinformation in the local computer unit of the respective servicing unit;retrieving the stored information concerning the performed servicingcarried out by the associated servicing unit and transmitting theretrieved information to the central computer unit; and directing thecentral computer unit to compile the servicing information obtained fromeach of the local computer units and then transmitting this compiledinformation to an information receiver located at one of near and withinthe aircraft.
 18. The method as claimed in claim 17, wherein the step oftransmitting information to the local computer units is performed whenthe central computer unit has received information from anadministrative database of the airport indicating that an aircraft whichis to park at the stand is approaching the airport.
 19. The method asclaimed in claim 17, wherein the central computer unit totals the fuelsupplied to aircraft from a plurality of servicing units connected to afuel store, and compares the total with a total amount of fuel suppliedfrom the fuel store, wherein a difference represents a leak in the fuellines of the airport.
 20. The method as claimed in claim 17, whereinprior to performing the servicing indicated on the local computer unitdisplay, an operator inputted authorization code is compared with astored authorization code to verify that the operator is authorized toservice the aircraft.